2015 so far has been a challenging year for Captain Charles, 33021 was used on ECS and shunting in January, but then had reported WSP causing low in power faults.
The line's small diesel group were struggling with a fault identified as WSP and after a number of working sessions looking at this fault, which identified a junction box that had water in, and chasing WSP circuits it was clear that WSP was not the problem with the loco that was meaning it was struggling to take power.
The planned bodywork was not authorised at Cheddleton as the line wanted it stopped as a fully functioning loco so this will now take place next January. Some interior working days have been completed and work to grills and maintenance of guttering, cab areas etc. have been completed.
The loco took up standby duties again, but only to rescue if required so no planned work.
Assistance was sought in the spring and the issue was tracked down to a defective governor. A spare class 33 governor at Cheddleton was not deemed suitable and a temporary class 47 governor was not interchangeable, so the defective governor was removed for strip-down and overhaul off site in Burton, it is expected back at the end of October and 33021 should be available for the Santa season before standing down for the first cab repair in the new year.
Planned work is for the fibreglass shell to be removed from the Cheddleton end first, with new sections to be welded in where the fibreglass added in the BR life extension project has trapped moisture in, the original wiper to be refitted, replacing the temporary second mans wiper, combined with outstanding cab door re-skinning and repairs that CVR have been trying to get a good time to deliver, when the loco has not been on standby duties.
The end of 2015 led to more success the overhauled governor was returned but this was not found to be the fault, however it meant that Captain Charles could resume his standby role once again and drag a train back if it failed whilst out on the line.
On Wednesday 16th December the on-going fault (or faults as it turned out) were established by two engineers (to whom I am extremely grateful for giving up their day and providing their expertise) tracing back all of the engine issues. Following a number of setbacks the causes were established, eliminated and the engine re-set up. Captain Charles had a successful test run and apart from a coil which has gone down on the triple pump contactor (dampness through non-running) he is fit and well.
The line's small diesel group were struggling with a fault identified as WSP and after a number of working sessions looking at this fault, which identified a junction box that had water in, and chasing WSP circuits it was clear that WSP was not the problem with the loco that was meaning it was struggling to take power.
The planned bodywork was not authorised at Cheddleton as the line wanted it stopped as a fully functioning loco so this will now take place next January. Some interior working days have been completed and work to grills and maintenance of guttering, cab areas etc. have been completed.
The loco took up standby duties again, but only to rescue if required so no planned work.
Assistance was sought in the spring and the issue was tracked down to a defective governor. A spare class 33 governor at Cheddleton was not deemed suitable and a temporary class 47 governor was not interchangeable, so the defective governor was removed for strip-down and overhaul off site in Burton, it is expected back at the end of October and 33021 should be available for the Santa season before standing down for the first cab repair in the new year.
Planned work is for the fibreglass shell to be removed from the Cheddleton end first, with new sections to be welded in where the fibreglass added in the BR life extension project has trapped moisture in, the original wiper to be refitted, replacing the temporary second mans wiper, combined with outstanding cab door re-skinning and repairs that CVR have been trying to get a good time to deliver, when the loco has not been on standby duties.
The end of 2015 led to more success the overhauled governor was returned but this was not found to be the fault, however it meant that Captain Charles could resume his standby role once again and drag a train back if it failed whilst out on the line.
On Wednesday 16th December the on-going fault (or faults as it turned out) were established by two engineers (to whom I am extremely grateful for giving up their day and providing their expertise) tracing back all of the engine issues. Following a number of setbacks the causes were established, eliminated and the engine re-set up. Captain Charles had a successful test run and apart from a coil which has gone down on the triple pump contactor (dampness through non-running) he is fit and well.
